Vehicle door locking system

ABSTRACT

979,162. Remotely controlled fastenings; latches. TRICO PRODUCTS CORPORATION. Feb. 23, 1961 [Feb. 25, 1960], No. 6683/61. Heading E2A. A valve assembly for operating a door locking motor 41 to lock a vehicle door automatically when the vehicle engine is started comprises a housing 19 which is divided internally into two chambers 18, 49 by a diaphragm 23, a spring 24 urging the diaphragm in one direction, a port in the housing through which communication can be made with a fluid source 14 generated when the vehicle is started, to move the diaphragm against the action of the spring, a valve 28 connected to the diaphragm 23 so as to be opened when the diaphragm is moved against the action of the spring, to establish communication between a motor-operating fluid source 14 and an outlet port to be connected to the motor during use to lock the vehicle door, and including metering means 51-53 providing for restricted communication between the two chambers whereby the pressures in the two chambers equalise after a while so as to permit the spring to close the valve and including also a manual control valve 71 whereby the motor-operating fluid source can be connected to the outlet port independently of the operation of the diaphragmcontrolled valve 28. As shown, the intake manifold 12 of an automobile engine is connected through a conduit 13 to a vacuum tank 14 which includes a spring-loaded check valve 15. The manifold is also connected through a conduit 22 and a driver&#39;s seat-valve 21 with the housing 19. When the vehicle engine is started, chamber 18 is evacuated and the diaphragm 23 lifts the valve 28 to connect chamber 18 with a chamber 29 which is thereby also evacuated and effects lifting of a valve 37 to connect a chamber 40 of a door locking motor 41 associated with each door lock 54 to the reservoir tank 14 through conduits 42-46. Evacuation of chamber 40 flexes a diaphragm 47 which effects movement of a rod 48 connected to a door latch 54. The metered connection 51, 52 established between chambers 18 and 49 comprises a conduit 52 and an adjustable filter screw 53, so that after a time determined by the setting of screw 53, both chambers 18 and 49 become fully evacuated and diaphragm 23 is restored to its original position by its spring 24, and valve 28 is closed. Chamber 40 is then vented to atmosphere through chamber 44 and filter 56 in valve chamber 29 as valve 37 is restored to its original position. Manual operation of lock 54 is not affected. The seat valve 21 prevents operation of valve 19 unless the driver&#39;s seat is occupied. Each door lock comprises a rotor type latch bolt 80&lt;SP&gt;1&lt;/SP&gt; having a ratchet wheel 87&lt;SP&gt;1&lt;/SP&gt; on the shaft thereof which is engageable by a lever 83&lt;SP&gt;1&lt;/SP&gt;, to retain the latch bolt in fastened position and is locked in that position against operation by an outside push button 76&lt;SP&gt;11&lt;/SP&gt;, by a sill button 59&lt;SP&gt;1&lt;/SP&gt; or by the motor 41. The latch may be released however by an inside handle through linkage 101-103. All doors may be locked or unlocked from within the vehicle by means of the manual remote control valve 71 having a pivoted knob 70 which when moved from a central position in one direction effects communication between the reservoir 14 and the chambers 40 of motors 41 and which when moved to the opposite direction effects communication between the reservoir 14 and chambers 88 of the motors 41, respectively. Specification 907,003 is referred to.

1962 F. R. WEYMOUTH, JR 3,021,912

VEHICLE DOOR LOCKING SYSTEM Filed Feb. 25, 1960 2 Sheets-Sheet 1 I llINVENTOR.

FEEDER/CH IZ- WEYMOUTH JR,

BY 9 7 QM A TTORNEY5 Feb. 20, 1962 F. R. WEYMOUTH, JR 3,021,912

VEHICLE DOOR LOCKING SYSTEM Filed Feb. 25, 1960 2 Sheets-Sheet 2JNVENTOR. FEVER/CK R. WEYMOl/Tfl JR.

A TTOBNEYS United States Fatent 3,021,912 VEHICLE DOOR LOCKING SYSTEMFrederick R. Weyrnouth, In, Buffalo, N.Y., assignor to Trico ProductsCorporation, Buifalo, N.Y. Filed Feb. 25, 1960, Ser. No. 11,024 6Claims. (Cl. ISO-82) The present invention relates to an improvedautomatic door locking system which maintains the doors of an automotivevehicle locked against unauthorized intrusion after i the vehicle isplaced in operation, and more particularly, to an improved controlarrangement for such a system.

In automatic door locking arrangements which lock the vehicle doorsagainst unauthorized intrusion, it is desirable that the vehicle doorsbe locked immediately upon the starting of the vehicle engine, withoutany requirement for deliberate thought on the part of the vehicleoperator. It is also desirable that the doors also be automaticallyrelocked during continued operation of the vehicle, in the event thatthe vehicle is stopped and the door opened from within the vehicle whilethe vehicle engine remains in operation. Furthermore, in the interest ofavoiding inconvenience and discomfort to the vehicle operator it isdesirable for the vehicle operator to be able to actuate the door locksfrom a remote position in order to permit a passenger to enter thevehicle or to permit locking of the doors when the vehicle is at astandstill. It is with the providing of an improved control ordistributor valve in a system for obtaining the above results that thepresent invention is concerned.

It is accordingly the primary object of the present invention to providean improved fluid pressure actuated control or distributor valve whichwill automatically lock all the vehicle doors incidental to the startingof the vehicle, and also cause these doors to be automatically relockedduring continued operation of the vehicle in the event that the doorswere unlocked from within the vehicle.

Another object of the present invention is to provide an improveddistributor valve which operates in response to a pressure differentialand therefore causes automatic door locking when such diflerentialpressure is experienced regardless of the absolute value of the pressureof the fluid which is used to actuate the control valve, the valvetherefore being capable of functioning equally well at all altitudes inwhich the vehicle operates.

A further object of the present invention is to provide an improveddistributor valve for an automatic door locking system including anarrangement for controlling the sensitivity thereof so that itsoperational characteristics may be calibrated for providing the bestoperation of the particular installation with which it is associated.

Still another object of the present invention is to provide a control ordistributor valve which is simple in construction, eflicient inoperation, and capable of being easily manufactured. Other objects andattendant advantages of the present invention will readily be perceivedhereafter.

In accordance with the present invention the improved distributor valveis adapted to form a part of an automatic door locking system for anautomotive vehicle wherein prompt positive locking of the vehicle doorsis obtained incidental to the starting of the vehicle or incidental tothe continued operation thereof after the vehicle doors have been openedand closed while the vehicle engine remains in operation. In accordancewith the present system, the plurality of vehicle doors are eachprovided with a latch lock having a motor operatively coupled thereto.The improved central distributor or control valve, which is made inaccordance with the present invention, is coupled to the engine intakemanifold, and when this central distributor valve senses anincrease inmanifold vacuum on starting of the vehicle, the valve will permit asource of energy, in this instance vacuum in a reserve tank, tocommunicate with the door locking motors for eflecting automatic lockingof the door locks. After a period of such communication, the centraldistributor valve automatically terminates this communication, and thuswill permit manipulation of the door locks from within the vehiclewithout interference from the door locking motors. The improveddistributor valve operates on a pressure difierential principle. Morespecifically, the valve is essentially divided into first and econdchambers by a flexible diaphragm. A spring is arranged to normally biasthe diaphragm in a first direction. When the manifold vacuumcommunicates with the first chamber, the diaphragm is deflected againstthe bias of said biasing means, and the diaphragm opens a valve attachedthereto which permits the above-noted communication between the sourceof energy and the door locking motors. The second chamber is incommunication with the first chamber by means of a metering conduit.Thus the high manifold vacuum which is experienced in the first chamberis experienced later in time in the second chamber. In other words,there is a time delay between the evacuation of the first chamber andthe second chamber. After the second chamber is evacuated, there will bean equalization of pressures in the chambers on both sides of thediaphragm and the biasing means will return the central distributorvalve to a position wherein it terminates communication between the doorlocking motors and the energy source. It will readily be appreciatedthat the operation of the central distributor valve is dependent only ondifierential pressure and therefore the valve will operate equally wellunder all conditions of atmospheric pressure. More specifically, thevalve will operate as well at high altitudes where there is lowatmospheric pressure as it will at low altitudes where there is highatmospheric pressure, the reason being that the valve is actuated solelyin response to a differential pressure across its diaphragm and does nothave to utilize fluid pressure to operate against a biasing means havinga constant value. Furthermore, since the valve operates on adifferential pressure principle, it is simpler in construction andeasier to produce. The above-mentioned metering conduit between thefirst and second chambers has an adjusting element therein to vary therate of flow between the chambers. This permits the valve to be adjustedto provide optimum operation of the particular system in which it isinstalled.

In addition to the above described operation experienced upon startingof the vehicle engine, the improved valve provides automatic relockingof the vehicle doorsin the event that they are unlocked while thevehicle engine remains in operation. More specifically, when theimproved distributor valve senses a reduction in manifold pressure for aprolonged period, as during acceleration, the pressure. within the twochambers will equalize at a relatively low value commensurate with thatexperienced during acceleration. When an increase in manifold vacuum isexperienced after the acceleration has been completed, the differentialpressure experienced by the valve between the acceleration pressure andthe normal travelling pressure will cause an opening of the valve andthe reactuation of the door locking motors with the accompanyingautomatic door locking. The present invention will be more fullyunderstood when the following portions of the specification are read inconjunction with the accompanying draw! ings wherein:

FIG. 1 is a fragmentary perspective view of an automotive vehiclecontaining a door locking system incorporatin the improved control ordistributor valve of the present invention;

FIG. 2 is. a schematic View of the automatic door locking system of thepresent invention, including a view, partly in cross section, of theimproved control or distributor valve taken along line iI--II of FIG. 3;

FIG. 3 is a top plan view of the improved distributor or control valveof the present invention;

FIG. 4 is a view, partly in cross section, of a seat v-alve which isused in the door locking system;

FIG. 5 is a view of the internal mechanism within the door latch locksof the vehicle;

FIG. 6 is a view taken along line VI-VI of FIG. 5; and

FIG. 7 is a view taken along line VII-VII of FIG. 3.

In FIG. 1 automotive vehicle 10 is shown having an engine 11 with theusual intake manifold 12. In communication with manifold 12 throughconduit 13 is a vacuum tank 14 (FIGS. 1 and 2). A check valve 15 havinga valve element 16 biased to a closed position by spring 17 isassociated with tank 14 to permit the latter to be evacuated duringperiods of high manifold vacuum, the closing of valve element 16retaining the vacuum within tank 14 during periods of low manifoldvacuum, as is well understood in the art. 1 a

When the vehicle engine is started, there will be automatic locking ofthe vehicle doors in the following manner: Chamber 18 of control ordistributor valve 19 will be evacuated through conduit 29, seat valve21, and conduit 22 because of the vacuum produced by intake manifold 12.When chamber 18 is evacuated, diaphragm 23 therein will be pulledupwardly against the bias of spring 24 which is interposed between plate25 and wall 26 of the valve. A valve stem 27 has one end thereof afiixedto plate 25 and has poppet valve 28 mounted on the other end thereof. Itcan thus be seen that the upward movement of diaphragm 23, in responseto the evacuation of chamber 18, will result in the unscating of poppetvalve 28. This will permit communication between chamber 29 and chamber18 through valve conduit 38, valve chamber 31, and valve conduit 32. Theevacuation of chamber 29 will result in the upward movement of diaphragm33 against the bias of spring 34. Mounted on diaphragm 33 is a plate 35having stem 36 affixed thereto on which is mounted poppet valve 37. Theupward movement of poppet valve 37 from its lower seat 38 to its upperseat 39 will permit communication between chamber 40 of door lockingmotor 41 and vacuum tank 14 through conduit 42, conduit 43, valvechamber 44 and conduits S9, 45, and 46. The evacuation of chamber 49will deflect flexible diaphragm 47 downwardly and the accompanyingdownward movement of shaft 48 attached to diaphragm 47 will result inthe locking of the door lock, as explained in detail hereafter.

While chamber 40 of motor 41 is being evacuated in the foregoing manner,there will be communication between valve chamber 18 and valve chamber49 through valve conduit 50, metering filter 51 and valve conduit 52. Itwill be noted that filter 51 may be compressed by adjusting screw 53.The denser the metering filter 51, as determined by the amount ofcompression thereof by screw 53, the longer will be the time requiredfor evacuating chamber 49 and vice versa. In other words, valve conduit50, filter 51, and conduits 52 provide a metered flow between chambers18 and 49, as determined by the setting of screw 53 which determines therate at which air will flow through filter 51, which may consist offelt, matted hair, or the like. It will readily be seen that after theinitial evacuation of chamber 18, chamber 49 will be evacuated to thesame extent as chamber 18 after a period of time has elapsed, asdetermined by the setting of screw 53. Therefore, since the pressure inboth chambers 18 and 49 are equal, spring 24 will expand and movediaphragm 23 downwardly to cause poppet valve 28 to become seated andtherefore disrupt communication between valve conduits 31 and 3 2.

After poppet valve 28 is closed in the above described manner, chamber40 of motor 41 will be vented to the atmosphere in the following mannerin order that motor 41 will not interfere with manual manipulation oflock 4 54. More specifically, chamber 29 of valve 19 will be vented tothe atmosphere through conduit 55, filter 56, valve conduit 57, valvechamber 58 and bleed 59 in valve stem 36 and plate 35. As atmosphericpressure returns to chamber 29, spring 34 will expand and causediaphragm 33 to move downwardly thereby causing an accompanying movementof valve stem 36 so that poppet valve 37 will move from its upper seat39 to its lower seat 38. Atmosphere will then be able to communicatewith chamber 40 of motor 41 through conduit 42, conduit 43, chamber 44,the space surrounding stem 36, chamber 58, conduit 57, filter 56 andconduit 55. As noted above, when atmospheric pressure returns to chamber40 of motor 41, the motor will not provide any interference with normalmanual manipulation of lock 54.

The foregoing action of distributor or control valve 19 is obtainedduring starting of the vehicle. However, in the event that the vehicleis brought to a stop and its engine is permitted to idle while apassenger opens a door from within the vehicle and leaves and thencloses the door behind himself, the subsequent acceleration of thevehicle followed by a driving thereof at a constant or a decreasingspeed will result in an automatic relocking action by valve 19 in thefollowing manner: During acceleration there will be a decrease inmanifold vacuum. After this decrease has been experienced for a shortperiod of time, it will exist in both chambers 18 and 49 because of thecommunication of these chambers through conduits 50 and 52 and meteringfilter 51, which may be made of matted hair or any other suitablesubstance. However, when the vehicle ceases to accelerate, there will bean increase in manifold vacuum. This increased vacuum will beexperienced first in chamber 18 which will cause diaphragm 23 to riseupwardly against the bias of spring 24 to open poppet valve 28 andthereby permit the above described relocking action to take placethrough the flow path described above. manifold vacuum is equalized inchambers 18 and 49, spring 24 will expand and cause poppet valve 28 tobe seated, thereby causing communication between motor 41 and vacuumtank 14 through valve 37 to be terminated, as described in specificdetail above. Furthermore, the return of poppet valve 37 to its lowerseat, as described above, will permit motors 41 to be vented so that thedoor locks may be manipulated from within the vehicle withoutinterference provided by motors 41, which would be experienced if theywere still under vacuum.

It will be noted that seat valve 21 is in series with conduits 20 and 22extending between the intake manifold 12 and valve 19. Seat valve 21prevents the automatic lock actuation described above in the event thatthe vehicle engine is started when the drivers seat is not occupied, asby a mechanic starting the engine from underneath the hood. Since thedoor locking motors 41 cannot be actuated when the operator's seat isunoccupied, a person cannot lock himself out of the vehicle. Morespecifically, in the foregoing respect valve 21 (FIGS. 1, 2 and 4) ispositioned under the drivers seat of the vehicle in such a manner thatwhen the driver occupies the seat, valve stem 60 will be depressedagainst the bias of spring 61 7 thereby unseating poppet valve 62(mounted on valve stem 60) and permitting communication between conduits22 and 20 which will permit actuation of valve 19, as described above.When valve stem 60 is depressed and poppet valve 62 is unseated, valve63 will be urged downwardly on its seat by spring 64 to prevent conduit20 from communicating with the atmosphere through valve conduit 65 andfilter 66. This venting is desired when poppet valve 62 is seatedbecause it is desirable to vent chambers 18 and 49 when the drivers seatis unoccupied to place valve 19 in condition for a recycling operationafter the drivers seat is subsequently reoccupied, whether the vehicleengine is idling or shut off while the seat is unoccupied. In eitherevent the reduction of pressure within After the high chambers 18 and 49in the sequential manner described above will cause the above-describeddoor locking action.

Latch locks 54 operate in the following manner: A bell crank lever 55 ispivotally mounted on housing 56' by a pin 57'. The shaft 58 of aconventional manual door locking and unlocking pin 59 extends throughthe molding (not shown) of the vehicle door. Shaft 58 is fastened to oneend of bell crank lever 60 (FIGS. 5 and 6) which is adapted to pivotabout pin 61', the other end of lever 60' fitting within notched recess62 of link 63. Link 63 is pivotally mounted on pin 64' which extendsfrom flange 65 positioned at a right angle to plate 66 of housing 56. Ascan be seen from FIG, 6, when shaft 58 is depressed, link 63 will pivotin a counterclockwise direction about its pivot pin 64 to cause theportion 67 of link 63' to move downwardly and carry prong 68 of link 69downwardly with it, prong 68 fitting within the slotted portion 70 oflink 63. It will be noted that a snap-acting spring 71' (FIG. 6) has oneend 72 anchored on flange 65' and the other end 73' anchored in link 63.Thus, when manual locking pin 59' is depressed to a locked condition(either manually or by the action of motor 41), it is the snap spring 71which maintains link 63' in a locked position after the locking force onmotor 41 is removed.

Shaft 48 of fluid pressure motor 41 is coupled to shaft 74 (FIGS. 5 and6) which is, in turn, coupled to hell crank lever 60'. Thus the downwardmovement of motor shaft 48 in response to the existence of vacuum inlocking chamber 40 of fluid pressure motor 41 will cause the same actioncaused by a downward movement of shaft 58', namely, a downward movementof the leg of bell crank lever 60' to thereby pivot link 63' to theposition shown in FIGS. 5 and 6, as described in detail above.

After link 69' has been pivoted in a clockwise direction about pin 75 inthe above-described manner, the movement of pin 76' to the right, asoccurs when the outside door handle or button 76" is manipulated, willcause lever 77 to pivot clockwise about pin 78' and cause link 69'(attached to lever 77' by pin 75) to move to the right in FIG. 5.However, the end 78' of link 69 will not engage flange 79 of bell cranklever 55. Thus the manipulation of the outside door handle will beineffective for unlocking the door lock because the movement of link 69will not cause lever 55 to pivot in a clockwise direction to free latch80, as described in greater detail hereafter.

locking motors. More specifically, when inside door handles 100 aremanipulated to cause links 101 to move to the right in FIG. 1, the upperend of lever 102 (FIG. 5) will move into the plane of the drawing. Thisupper end of lever 102 is hooked about end 103 of lever 55'. Theclockwise movement of lever 55 will result in the unlatching of lock 54,as described in detail above. It can readily be seen that thisunlatching occurs whether link 69 is in a locked position, as shown inFIG. 5, or in an unlocked position, as described above. It will furtherbe seen that the raising of stems 58 of manual door locking pins 59(FIGS. 5 and 6) will also cause link i 69' to assume an unlockedposition.

It is only after link 69' has been pivoted about pin 7 5 in acounterclockwise direction from its position shown in FIG. 5 that theend 78' thereof may engage flange 79' when the outside door handle ismanipulated. After end 78' of link 69 engages flange 79' of hell cranklever in response to the movement of pin 76' to the right during a doorunlatching operation, lever 55 will pivot in a clockwise direction aboutpin 57 and the leg 81 (of lever 55) which is within the recessed portion82' of lever 83 will cause the latter to pivot in a counterclockwisedirection about its pivot pin 84 against the bias of spring 85. This, inturn, will cause the tongue 86' of lever 83' to cease engagement withratchet wheel 87' which is, in turn, coaxially mounted on shaft 88 withthe rotary door latch 80'. When the above-described locking arrangementfor the rotary door latch 80' is released through the operation of theabove-described linkage, latch 80" is -free to move relative to thestriker plate (not shown) on the door jamb to permit the vehicle door tobe pulled to an open position.

It can thus be seen that upon starting or after acceleration of thevehicle the cycling action of valve 19 will cause motor diaphragm 47 tomove downwardly with the corresponding locking of lock 54 againstopening from outside of the vehicle and that after the locking has beeneflected, chamber 41) of door locking motor 41 is vented to theatmosphere and that the door locks may be opened from within the vehiclewithout interference from the door In the event that it is desired tomanually lock all of the vehicle door locks from a remote position, itis merely necessary to pivot knob 70 of manual remote control 71 (whichmay be mounted on the vehicle dashboard) in a clockwise direction aboutpin 72 to thereby depress valve stem 73 against the bias of spring 74 tounseat poppet valve 75. This will permit communication between vacuumtank 14 and chamber 29 of valve 19 through conduit 46, T 76, conduit 77,nipple 78, valve chambers 79 and 80, and conduit 81. This will raisediaphragm 33 against the bias of spring 34 to permit communicationbetween vacuum tank 14 and chamber 40 of door locking motor 41 therebycausing motors 41 to place locks 54 in a locked condition, as describedabove.

There are times when it is desired to unlock all of the vehicle doorlocks from a remote position as when the opera-tor within a vehicledesires to permit passengers to open a door prior to entering thevehicle. When this type of operation is desired, the operator needmerely pivot knob 70 in a counterclockwise direction about pin 72 tothereby depress valve stem 82 against the bias of spring 83 to unseatpoppet valve 84 mounted on stem 82 This will permit the communication ofvacuum tank 14 with conduit through conduit 46, T 76, conduit 77, nipple73, valve chambers 79 and S6, and nipple 87. Conduit 35 leads to chamber91 (FIG. 7) of valve 19. When chamber 91 is evacuated, diaphragm 92 willbe raised upwardly against the bias of spring 93 and thereby move valve94 from its lower seat 95 to its upper seat 96. When valve 94 is awayfrom seat 95, there will be communica-tion between vacuum tank 14 andchamber 38 of motor 41 through conduit 46, T 76, conduit 45, valveconduit 89, chamber 97 and conduits and 90'.

It will be noted at this point that upper chamber 88 of motor 41 may bevented to the atmosphere when valve 94 is in its lower position whereinit prevents communication of this chamber with a vacuum source. Thisventing to the atmosphere is elfected through valve conduit 98, filter99, valve conduit 164, chamber 105, conduit 106 surrounding the valvestem on which valve 94 is mounted, and chamber 97 which is incommunication with conduit 90 leading to chamber 88. Furthermore, asdescribed above, when poppet valve 37 is seated on seat 38, lowerchamber 40 of motor 41 is vented to the atmosphere. Since the chamberwhich is not being evacuated is always vented to the atmosphere throughthe above-described paths, there will be no interference to the desiredoperation of the valving by the vacuum itself.

' When knob 70 is released after either a manual remote locking orunlocking operation, either of the springs biasing the poppet valvewhich was unseated will expand thereby returning valve 71 to thecondition shown in FIG. 2. Subsequently the chamber in directcommunication with the hose 81 or 35 leading from the valve will vent tothe atmosphere through filter 56 (associated with chamber 29) or asimilar filter 99 associated with the chamber 91. This will permitpoppet valve 37 or poppet valve 94 to return to their lower seats 33 or95, respectively, as the above-described venting takes place.Furthermore, as noted above, after poppet valves 37 and 94 return tothese positions, the chambers of the motor 41 are vented to theatmosphere through the above-described paths.

It will readily be appreciated that for efiecting an automatic lockingoperation it is not necessary to utilize the manifold vacuum only as asource of intelligence. Under certain circumstances it may be desirableto permit the manifold vacuum to communicate with the door lockingmotors directly. In such a situation valve 28 of FIG. 2 would permitcommunication between door locking motor chamber and conduit 20 insteadof merely actuating valve 37 which permits communication between thedoor locking motor chamber 49 and the vacuum tank, as described above.

As noted above, by varying the setting of adjustment screw 53 the timedelay between the evacuation of chambers 18 and 49 of valve 19 may bevaried. The advantage of this type of operation is that valves such as19 may be universally used in diflerent types of installations havingdifferent sized motors, different sized conduits, and difieren-t intakemanifold pressures. In other words, the time delay between the openingand closing of poppet valve 28 may be regulated by adjusting screw 53 tovary the rate of flow through metering filter 51 to thereby perrnit theadjustment of valve 19 for optimum operation of the system. It will alsobe appreciated that in lieu of the specific embodiments shown, themetering of flow between chambers 18 and 49 may be eflectecl by anorifice and tapered pin arrangement wherein a tapered pin is formed atthe end of a screw such as 53 and is adjustable to vary the effectivesize of the orifice through which there is fluid flow between the twochambers.

It can thus beseen that the differential acting valve described aboveand the door locking system in which it is located are manifestlycapable of achieving the above enumerated objects, and while preferredembodiments of the invention have been disclosed, it is to be readilyunderstood that the present invention is not limited thereto, but may beotherwise embodied within the scope of the following claims.

What is claimed is:

1. Afluid pressure actuated automatic door locking system for anautomotive vehicle having a plurality of doors therein comprising doorlocking means in each of said doors, fluid pressure motor meansoperatively coupled to each of said door locking means, a. source offluid pressure, and distributor valve means operatively coupled betweensaid source of fluid pressure and said fluid pressure motor means, saiddistributor valve means comprising a housing, a diaphragm in saidhousing dividing said housing into first and second chambers, means forbiasing said diaphragm in a first direction, means for causing saidsource of fluid pressure to communicate with said first chamber tothereby cause said diaphragm to deflect against the bias of said biasingmeans, valve means adapted to be actuated when said diaphragm isdeflected to thereby permit said source of fluid pressure to effectactuation of said door locking motors, and metering means locatedbetween said first and second chambers whereby said second chamber willbe subjected to the influence of said fluid pressure source later intime than said first chamber to thereby cause said biasing means toreturn said diaphragm and said valve means to the positions which theyoccupied before said diaphragm was deflected by the influence of saidfluid pressure in said first chamber to thereby cause said valve meansto terminate the action of said fluid pressure source which results inactuation of said motor means.

2. A door locking system as set forth in claim 1 Wherein saiddistributor valve means includes vent means for venting said fluidpressure motor means when said valve means are not actuated to therebypermit said door locks to be manually operated from within said vehicleWithout opposition by said motor means.

3. A control for an automatic door locking system for a vehiclecomprising a housing, a diaphragm in said housing dividing said housinginto first and second chambers, means for biasing said diaphragm in afirst direction, means for causing a source of fluid pressure tocommunicats with said first chamber to thereby cause said diaphragm todeflect against the bias of said biasing means, energy supplying meansfor a door locking motor adapted to be actuated when said diaphragm isdeflected, and metering means located between said first and secondchambers whereby said second chamber will be subjected to the influenceof said fluid pressure source later in time than said first chamber tothereby cause said biasing means to return said diaphragm to theposition which it occupied before it was deflected by the influence offluid pressure in said first chamber, the return of said diaphragm toits original position being accompanied by the attendant returning ofsaid energy supply means to a deactuated condition.

4. A fluid pressure control for an automatic door locking system for avehicle comprising a housing, first and second chambers in said housing,means separating said chambers, means for biasing said chamberseparating means in a first direction, means for causing a source offluid pressure to communicate with said first chamber to thereby causesaid separating means to deflect against the bias of said biasing means,energy supplying means for a door locking motor adapted to be actuatedwhen said separating means are deflected, and metering means locatedbetween said first and second chambers whereby said second chamber willbe subjected to the influence of said fluid pressure source later intime than said first chamber to thereby cause said biasing means toreturn said separating means to the position which it occupied before itwas deflected by the influence of fluid pressure in said first chamber,the return of said separating means to its original position beingaccompanied by the attendant returning of said energy supplying means toa deactuated condition.

5. A fluid pressure control for an automatic door locking system for avehicle comprising a housing, a flexible diaphragm dividing a portion ofsaid housing into first and second chambers, spring means biasing saidflexible diaphragm in a first direction, first conduit means incommunication with said first chamber for permitting a source of fluidpressure to communicate therewith to thereby cause said diaphragm todeflect against the bias of said spring means, valve means coupled tosaid flexible diaphragm and adapted to be actuated when said flexiblediaphragm is deflected, second conduit means for permittingcommunication between said first and second chambers, metering means insaid second conduit means, adjusting means operatively associated withsaid metering means for selectively varying the rate of fluid flowtherethrough, whereby said second chamber is subjected to the influenceof said fluid pressure source later in time than said first chamber tothereby cause said biasing means to return said flexible diaphragm andsaid valve means to the original positions which they occupied beforethe initial deflection of said flexible diaphragm under the influence ofsaid pressure acting only in said first chamber, and energy supplyingmeans responsive to the actuation of said valve means for supplyingenergy to door locking motor means and responsive to the return-- ing ofsaid valve means to said original position to terminate the supplying ofenergy to said door locking motor means.

6. An automatic door locking system for an automotive vehicle having anenergy source and a plurality of doors therein comprising door lockingmeans in each of said doors, motor means operatively coupled to each ofsaid door locking means, a source of fluid pressure, and control meansoperatively coupled to said source of fluid pressure, said control meanscomprising a housing, first and second chambers in said housing,diaphragm means effectively separating said first and second chambers,means for biasing said diaphragm means in a first direction, means forcausing said source of fluid pressure to communicate with said firstchamber to thereby deflect said diaphragm means against the bias of saidbiasing means, means for energizing said door locking motors from saidenergy source in response to the deflection of said diaphragm means, andmetering means located between said first and second chambers wherebysaid sec- 7 0nd chamber will be subjected to the influence of said fluidpressure source later in time than said first chamber to thereby causesaid biasing means to return said diaphragm means to the position whichit occupied before it was deflected by the influence of said fluidpressure in said first chamber, the return of said diaphragm to itsoriginal position being accompanied by the attendant re- 10 tion tothereby terminate communication between said source of energy and saiddoor locking motors.

References Cited in the file of this patent UNITED STATES PATENTS2,077,515 Campbell Apr. 20, 1937 2,198,862 Chesler Apr. 30, 19402,344,826 Le Gresley Mar. 21, 1944 2,506,851 Ayers May 9, 1950 2,861,587Hursen Nov. 25, 1958 2,938,537 Silver et al May 31, 1960 OTHERREFERENCES Door Locks, article in Automotive Industries magturning ofsaid energizing means to a deactuated condi- 15 azine, September 15,1959, page 57.

